Air conditioning means



8 Sheets-Sheet 1 Nov. 23, 1937.

L. w. MELcl-IER AIR CONDITIONING MEANS Filed June 4, 1936 Nov. 23, 1937. L. w. MELCHER AIR CGNDTITIONING MEANS Filed June 4, '1936 8 Sheets-Sheet 2 l le@ ff/Meme?" ffm/hwum,

NCW- 23, 1937. L. w. MELCHER AIR CONDITIONING MEANS Filed June 4, 1936 8 Sheets-Sheet 3 Nov. 23, 1937. l.. w. MELCHER AIR CONDITIONING MEANS Filed June 4, 1936 8 Sheets-Sheet Inf/@nw Nov. 23, 1937. l.. w. ELCHER l 2,099,747

CONDITION www Nov. 23, 1937. w. MELcHER AIR CONDITIONING MEANS Filed June 4, 1956J 8 Sheets-Sheet 6 Nov. 23, 1937. w. MELCHER 2,099,747

AIR CONDITIONING MEANS Filed June 4, 1936 8 Sheets-Sheet 7 k Zigi?. 7 *im ,/6@ /Z ""1 :I 5i' Patented Nov. 23, 1937 UNITED STATES AIR CONDITIONING MEANS Lee W.

Waukesha Motor Melchor, Waukesha, Wis., assigner to Company, Waukesha, Wis., a

corporation of Wisconsin Application June 4, 1936, Serial No. 83,577 9 Claims.' (Cl. 62,117)

This invention relates to air conditioning means, and has to do with a refrigerator unit, and associated means, particularly suitable for use with railway cars and analogous vehicles.

Air conditioning of railway passenger cars has come into extensive use. In one form of air conditioning equipment ice bunkers are provided beneath the car and loaded with ice utilized for cooling the air within the' car. These bunkers are of necessity rather large and heavy, occupy considerable space, require frequent recharging with ice, and materially increase the dead load which the locomotive has to pull. Attempts have been made to replace ice bunkers by mechanical refrigerator means comprising a refrigerant compressor and associated parts, the compressor being driven by a motor, steam or electric, which derives its power, either directly or indirectly, from the locomotive. This is obn jectionable as imposing a considerable additional load upon the locomotive, frequently already overloaded. in certain lpatents granted to me, viz, No. 1,825,808, dated October 6, 1931, for Air conditioning apparatus, No. 1,905,040, dated April 25, 1933, for Air conditioning system for railway cars, and No. 1,921,251?, dated August 8, 1933, for Air conditioning apparatus, I have disclosed systems employing a compressor driven by an electric motor, of the general type referred to.

The primary object of my present invention is to provide a mechanical refrigerator 'unit which is particularly suitable for air conditioning railway cars and which avoids the above noted objections to the heretofore known mechanical refrigerator apparatus or systems heretofore referred to. More specifically, the objects of my invention include the provision of a refrigerator unit which imposes no additional load on the locomotive, is economical to operate and maintain, can be applied to existing equipment with no major changes therein, is of simple construction and operation while being both compact and safe, has adequate capacity to meet the most severe weather conditions for long periods of time, is reliable, is instantly available for use regardless of car location or movement, is reysponsive to thermostat control and fully automatic in operation, is clean and quiet in its operation and transmits no vibration to the car with 4which it is associated, is readily accessible for inspection, servicing, or repair, and can be removed and replaced with expedition and facility.

Further objects of the invention and the various advantages and characteristics of the present unit will be apparent from a consideration of the following detailed description.

In the drawings which accompany 'and form a part of this specification or disclosure and in which like numerals of reference denote corresponding parts throughout the several views:

Figure l is an end view showing a refrigerator unit embodying the invention in connection with a railway car and illustrating in detail the means for supporting the unit so that it is shiftable from a normal or operating position under the -car into a position wherein 'it is disposed outwardly of one side of the car and the various operating parts thereof are accessible for inspection or repair work. 1

Figure 2is a fragmentary front view of the unit, the front stop of the supporting means for the unit being omitted for purposes of illustration; Y

Figure 3 is a plan view of the unit and the supporting tracks constituting the unit supporting means;

Figure 4 is a semi-diagrammatic inverted plan view of the railway car showing the refrigerator unit;

Figure 5 is a perspective view of the unit alone;

Figure 6 is a top perspective view of the unit with the housing cover removed;

Figure '7 is an enlarged side elevational view of the compressor and the engine constituting the main operating parts of the unit;

Figure 8 is an enlarged transverse sectional view of the inertia clutch for clutching the engine crank shaft to the compressor drive shaft;

Figure 9 is a sectional view on the line 9--9 of Figure 3;

Figure l0 is a side View of an alternative form of clutch means for clutching the engine crank shaft to the compressor drive shaft;

Figure ll is a semi-diagrammatic*perspective view of the unit, illustrating the manner in which air fiows through the housing and around the engine, condenser" coils and compressor;

Figure 12 is an end View of the rack for supporting the fuel containers for the engine; and' Figure i3 is a fragmentary front View of the rack and fuel containers.

In Figures i and 2 of the drawings I have shown a refrigerator unit i5 embodying my in- ,o

vention, this unit being particularly suitable for use in air conditioning a railway passenger car C of conventional construction. Angle bars I6 are secured to car C and extend transversely thereof and beneath the car from one side of the 55 latter. Channel tracks I 'I are suspended from bars I6 by hangers I6a which are welded at the lower ends thereof to the tracks and at their upper ends to the angle bars I6. Each track comprises an inner fixed section I8 and an outer section I9 which is hinged at 28 to the outer end ofthe inner section I8. Each section I9 ,is provided atits outer end with astop ange 2I for limiting outward movement of the unit I5 along the tracks, as will presently appear.

Each outer track section I9 is normally held in its folded or retracted position (see full line showing in Figure 1)l by means of a link 22. 'I'he lower ends of links 22 are pivoted to sections I9 as at 23, and the upper ends of the links are detachably secured to angle bars I6 by bolts 24. By removing bolts 24 the outer track sections I9 may be swung outwards into their operative position v(see dotted line showing in Figure 1), that is, so as to be aligned with the inner sections I8 and project therefrom outwardly beyond the adjacent side of the car C. After '.so positioning sections I9 the latter are secured in place by inserting bolts 24 through the upper ends of links 22 and appropriately located holes 24ain the outerlends of bars I6. The tracks arethus adapted when the sections I9 are in their operative position to project outward beyond the car and provide means whereby the unit I5 may be disposed in either one of two positions, one beneath the car and -the other outward beyond the car.

Unit I5 comprises a box-likehousing 25 and' is disposed lengthwise of the car, that. is, with the, ends thereof facingv toward the ends of the car. Brackets 26 are secured to' housing v25 at the upper end corners thereof. Each of these brackets carries a stub shaft 21 upon which is mounted a supporting wheel 28. I'he wheels`28 are of the pneumatic type and comprise pneumatic rubber, tires 29 .of known type and vcomparatively largeA cross-sectional area. Said wheels 28 travel upon the tracks I'I, serve to suspend the unit I5 from these tracks, and

also facilitate movement of the unit along the tracks into either of its two desired positions. In addition, the wheels 28 provide highly efcient cushioned supporting means for the unit, effective to prevent transmission of vibration from the latter to the car.' 'I'his contributes 'materially to elimination of vibration and noise contactv the wheels 29 and are releasably secured tothe tracks by bolts 3i. `'I'he latter pass through the horizontal legs of abutment members 38 and v'extend through selected holes 32 in the tracks.

Each track section I1 vis provided with a series of holes 32 in order to permit of adjustment of the abutments 38 and consequent variation `in the position'of the unit I5 beneath the car. Stop members 33, of considerable length, are welded or otherwise suitably Asecured to the inner sides of tracks Il and extend beneath brackets 26 of the housing. The upper edges of the stop members 33 are spaced a short distance from the lower edges of the bracket, as shown in Figure -1. In the event ofdeilation of any one of the tires 29 due to puncture or other cause the subjacent member 33 limits downward movement of housing 25, thus preventing objectionable unit.

y tions I9.

tilting or the unit I5 while also eliminating stressing and possible breakage of the unit.

The tracks I 'I provide, in conjunction with I5 and other associated -parts of the apparatus,

these flexible connections permitting movement of the entire unit along the tracks I'I in the manner above stated, and also being detachable to permit of removal and replacement of the In removing the unit,l the -unit is first moved into position outward beyond the car. The flexible connections heretofore referred to are then detached from the unit and the forward portion of the unit is raised so that the forward wheels thereof clear the flanges 2|. Thereaftenthe unit is moved furtheroutward along the track sections I9 until the rearward wheels 28 are at or adjacent to the anges 2|. As this occurs the rearward portion of the unit is raised sufciently to clear the flanges 2| and then completely removed from the track secjust described is'reversed. The unit may thus be removed and replaced with expedition and facility, when required, and may be supported from the car while disposed outward beyond. the latter so as to be readily accessible for inspection or repair. 'I'his is of considerable practical importance as avoiding objectionable delay in inspection of the unit while greatly facilitating removal and replacement of the unit, when required.

-, The housing 25 comprises a lower or base frame 35 of channel iron construction, an upper frame 36 of angle iron construction, and channel uprights 3l between the frames 35 and 36. A cover 38 is removably secured upon the top of housing 25 by means of'fastening devices 39 of known type. The interior of the housing is divided by a partition 48 into a compressor compartment 4I and an engine compartment 42.

The latter compartment is provided at the sides thereof with removable doors 43. 'I'he latter are normally supported in closed position by inclined tabs 44 which are secured to .upper frame 38 of the housingand extend through slots in. the upper portions of doors 43.-` Securing ldevices -45 similar to the devices'39 are secured to lower frame 35 and cooperate with members 46 on doors 43 to hold the latter against upward movement. 'I'he cover 38 and 'thedoors 43 are of soundproof construction .in order to render the unit noiseless in operation.

An internal combustion engine 58 is suitably supported within compartment 42 and has associated therewith the usual appurtenances. The latter are mounted within said compartment and include a suitable storage battery 5l. The engine and the appurtenances thereto constitute a complete power plant within the compartment 42. An air cleaner 52 of known type is connected by an air conduit 53` to the inlet of a gas Vcarburetor 54,' the stack of which is connected to an intake manifold 55 in a known In replacing the unit, the operationconnected by a conduit 56, including a length 75 of flexible hose 51, to a fuel regulator and automatic shut-off 58, which, in turn, is connected to a source of supply of gaseous fuel hereinafter referred to in greater' detail. The carburetor 54 and the regulator and shut-off 58 are of conventional type or design and are of such character that the fuel gas will flow to the engine only during operation of the latter. This eliminates possibility of flow of gas when the engine is not in operation.

Engine 'compartment 42 is open at its bottom and has an exhaust pipe which is connected to an exhaust manifold 6|, extends above and across the engine to the opposite side thereof, thence downward, and then rearward to a point adjacent to the partition 28. The discharge `or lower end of this pipe extends downwardly through the open bottom of compartment 42. Since the pipe 60 changes its direction a plurality of times, it is effective as a muffler for 'suppressing the exhaust noises, and ordinarily no further muiiling thereof is required, though the exhaust pipe 68 may be connected to any suitable type of muffler if desired. The engine 58 is of the water-cooled type, and has associated therewith a radiator 6| which is mounted in the open front end of the engine compartment 42. A fan 62 is associated with engine 50 and is driven in any suitable manner thereby. This fan serves to cause flow of air through the radiator 6| into compartment 42 and over the engine 58, andl thence downward through the bottom of the compartment. This flow of air is highly eflicient.

in cooling the water within the radiator and also cooling the engine, the flow of air through the bottom of compartment 42 serving in large measure to prevent entry of dust and foreign materials into this compartment Afrom below the unit.

A fiywheeland clutch housing 64 is suitably secured, as by'bolting, to the inner end of engine 50 and rests on and is bolted to a channel cross member 65 which is welded or otherwise suitably secured to the loweror base frame 35 of housing 25. Partition 48 is provided, at its lower portion, with an opening of a size to accommodate the housing 64, this opening being closed by opposed plates 66 which are shaped to fit about the adjacent portion of engine 58 and arebolted or otherwise securedto partition 40. Housing 64 provides a support for the inner end of the engine. The outer end of the engine issupported by means of a supporting member 61 which is bolted to an angle cross member 68. The latter, as shown in VFigure* '7., is welded to the side sills of lower or base frame 35. n

A compressor supporting bracket 18 is provided with an annular base flange 1| which is bolted to the side of housing 64 which is remote from engine 58. Bracket 10 is lU-shaped in cross section and tapers in width from the base flange 1|. The

outer end of this bracket is mounted upon a chanf nel cross member 12 which is in the form of an inverted Ul and is welded or otherwise suitably secured to the side sills of the frame 35. A V-type compressor l13 is bolted to and supported by bracket 10 above the latter. This compressor is of conventional type and comprises a drive shaft and shaft operated pistons. t

A pulley I4 with aplurality of V grooves is secured upon the outer end of the drive shaft of compressor 13. This pulley is connected by a plurality of V belts 15 to'a multiple grooved V belt pulley 18 on the forward end of a countershaft 11 which has bearingsin the forward end of bracket 18. This countershaft extends through bracket 10 and beneath compressor 13 and is coaxially disposed with respect to crankshaft 18 of engine 50 (Figure 9). Disposing the shaft 11 in this manner provides a compact arrangement of parts which is conducive to reducing the overall dimensions and Weight ofthe unit as a Whole.

It is desirable that drivingv connection between the engine and the compressor be not established until the engine has come up to its normal operatingl speed, thus avoiding necessity for starting which is keyed upon a tapered portion 11a of shaft y11,and held against movement toward the inner end of this shaft by a nut 8| on a threaded stud 82. The extreme end portion of shaft 11, that is the portion beyond the screw stud 82, is reduced to provide la stud 83 which is carried, by ball` bearings 84 in the hub 85a of a flywheel 65. The

latter is secured by bolts 86 to a cylindrical head 81 on the contiguous end of engine crank shaft 18.

Flywheel extends about clutch drum 88 conv flywheel and clutch housingr l 64, and is. there provided with a clutch drum 88 centrically therewith and carries a gear ring 88 n with which meshes the pinion of the engine starter', during the starting operation. A clutch shoe carrier 89, of channel cross section, is secured by bolts 90 to' flywheel 85 and extends therefrom into the clutch drum 88 in concentric spaced relation thereto. A plurality of clutch shoes 8|, of segmental shape, are pivotally connected by pins 92 to carrier 89 for movement therewith, each shoe beingprovided at its outer circumferential surface with a covering of any suitable friction material 93. In Figure 8,l the direction of rotation of the engine crank shaft- 38 is indicated by the arrow 94. It will be noted that each of the clutch shoes Si 'is pivcted to the carrier 89 at a point adjacent to the following end of the shoe with reference to the direction of.

rotation of the carrier 89. During starting of the` engine, and while it l coming up to the required predetermined speed, the clutch shoes 9| will travel around the flange of clutch drum 80 in contact therewith but will not be urged outward toward the flange of the drum with sufficient pressure to cause any clutching'action. As the speed of rotatiorrof the engine crank shaft 38 increases, clutch shoes 9| will be urged outward with increasing pressure, due to centrifugal force, and when the engine reaches the desired predetermined speed, the outward pressure of the shoes against the flange of clutch drum 80 becomes sufficient tocause the shoes to clutch the drum to the shoe carrier 89, thus establishing driving connection between the engine* and the compressor through shaft, 11 and the "multiple V,belt drive between this shaft and the compressor shaft.

"completion of .the clutching operation and valso preventing slippage between the clutch drum and the clutch shoes so long as the engine is operating at the desired predetermined speed. If the speed of the engine falls appreciably below this predetermined speed, the outward pressure exerted by the clutch shoes is insufficient to maintain them in clutching engagement with the drum 80, with the result that this drum, and consequently shaft 11, is quickly declutched from the engine crank shaft 18. Upon the engine again. attaining its proper operating speed, the two shafts will be clutched together in the manner previously described.

,In Figure 10 I have shown alternative means for clutching the engine crank shaft to shaft 1-1. Compressor supporting bracket 10a is appropriately formed to provide, in conjunction with housing 64, an enclosure or housing for a disc clutch of known type. Such a clutch includes cooperating friction discs, certain of which are spring loaded in a suitable manner, and thereby urged into clutching engagement with other cooperating discs. The clutch has associated therewith an operating arm which, when turned in one direction, counteracts the pressure of the loading springs, thereby releasing the clutch, and, when turned in the opposite direction, permits the loading springs to function for applying the clutch and thereby clutching the discs together. Preferably I use a clutch of the type which is disclosed in Patent No. 1,839,590, issued January 5, 1932, to Harold V. Reed, for Friction clutch. y

A tension spring 95 is suitably anchored at one end, at 96, to base frame 35 of the unit, the other end of this spring being attached at 91' to the lower end of clutch control arm 98. Spring 95 urges arm 98 in counter-clockwise direction, and is of sufficient strength to overcome the force exerted by the loading springs of the clutch, thus normally maintaining the clutch released, so that the shaft 11 is declutched from the engine ,crank shaft 18.

A cylinder is pivotally mounted at |0| on a bracket |02 whichis welded or otherwise suitably secured to supporting member 12. Cylinder |00 receives a piston |03 to the outer face of which is pivoted a link |04. The outer end of this link is pivoted at |05 to a link |06 which is pivoted at its lower end, 'at |01, to an arm |08. The latter is rigid with cylinder |00 and extends forwardly,

therefrom. Link |06 is pivoted, at |09, to the upper end of arm 90, and the latter is secured upon the outer end of a shaft ||0 which is rotatably mounted in suitable bearings in the support a.

I Cylinder v|00 is interiorly connected at its rear lof, that is, above the butterfly valve.

tion of such valve is indicated by shaft |||v end to carburetor stack 54a by means of a tube ||0 which may be, in part, or in whole, flexible. The point of connection of the tube ||0 to the carburetor stack 54a is at the low pressure side 'I'he posithereof. A

Spring 95 serves to maintain the clutch normally disengaged, with shaft 11 declutched from the` engine crank shaft 18. The engine, when starting, is free of load, and soon reaches the desired operating speed. At this speed the buttery valve is partially closed, thus creating a partial vacuum within the -stack 54a and exhausting air from cylinder |00, with the result that piston |03 is forced inwardly of the cylinder, causingcorresponding inward movement of link |04. This movement of link |04 serves to swing arm 90 in a counter-clockwise direction, overcoming the tension of spring 95, with the result that the clutch is quickly engaged by the loading.

shaft to shaft 11.

, shaft 11.

springs thereof, thus clutching the motor crank In the event the engine falls appreciably below the predetermined operating speed, the butterfly valve moves toward open position, the partial vacuum within stack 54a above this valve is reduced, and spring 95 turns arm 98 in clockwise direction, moving piston |03 outward in cylinder |00 and declutching shaft 1'1 from the engine crank shaft 18. The movement of the butterfly valve referred to may be accomplished in any suitable manner, and I contemplate using, in conjunction therewith, an engine governor of known type for maintaining substantially constant speed of the engine. IThe 8 and 9, is responsive to engine speed. The cylinder |00, spring 95 and associated levers are suitably disposed at one side of the support or bracket 10a which, in addition to serving in part as a housing forY the clutch, supports the. compressor in the same manner as the bracket 10 of Figure '7.

The compressor supporting bracket 10 is provided, at each side and with a rearwardly projecting collar ||2. Supporting rods H3 are suitably secured in the collars I2 and support adjacent their outer or rear ends a fan bracket ||4 upon which is rotatably mounted a fan ||5. Fan ||5 is suitably secured upon a fan shaft 6 which is rotatably mounted in bearing sleeve ||1 at the upper end of bracket 4. A multiple grooved V-pulley I8 is suitably secured upon the of V-belts ||9 from a multiple grooved'pulley |20 which is suitably secured uponthe outer .end of The fan ||5 is thus driven from shaft 11 during operation of the compressor. A belt tightener |2| is rotatably mounted upon one of the rods ||3, and the roller |22 thereof is pressed against the AV-belts 15 by a tension spring |23 which is attached at one end to the tightener |2| and anchored at its other endto the bracket 1'0.

A second belt tightener |24 is rotatably mounted upon one-of the rods '||3 between fan bracketf 4 and belt tightener 2|, and has a roller |25 which is held pressed against the belts ||9 by a tension spring |26 having its lower end secured to an anchor plate |21 on the hub of tightener |24 and the upper end thereof anchored to a lug |28. 'I'he latter is formed integrally with hub ||1 of the fan bracket ||4.

The fan ||5 is disposed in alignment with a circular opening |30 at the outer end of the compressor compartment 4|. 4This opening is covered by a protecting grill |3| which is of reticulated construction and has an annular rim |32. The latter is secured to the end wall of housing 25 by bolts and associated wing nuts. The blades of fan 5 are so disposed that when this fan is driven during operation of the compressor, it acts as a blower for forcing air rearwardly through opening |30.

'I'he compressor may be used in conjunction with an expansion coil of a heat exchange unit in a system utilizing a suitable liquid, such as brine, and .means for circulating the same, or with a cooling coil in contact with which the air to be cooled is passed. Both of these systems are known in the art and need not be illustrated nor described in detail. A refrigerant return or low inner end of shaft I6 and is drawn by a plurality which latter the liquid refrigerant ows to a receiver, and thence, through a suitable expansion valve, into an expansion or cooling coil, thus completing the circuit. 'I'he connections between the expansion or coolingcoil, the refrigerant return pipe, and compressor, and between the latter and the condenser coils and cooling coil may be of any suitable or preferred type, are well known in the art, and need not be illustrated nor described in greater detail. Suffice it to state that such connections are provided.

A iin-equipped condenser coil |35 is disposed at each side of the compressor compartment and is enclosed within a casing |36 of box-like formation. The major portions of the casings are of reticulated grill work construction to'permit of ready ow of air over the coils. These coils project beyond the sides oi housing 25, and the sides of the compressor compartment, at the areas thereof corresponding to the condenser coils, are otherwise open to atmosphere. The bottom of this compartment, however, is closed in a suitable manner, as by means of a sheet metal plate 31, shown in Figure 7. Housing 2% of unit i5 is open at its front end, except for the engine 'radiator 63 which is guarded by bars, |38. The latter extend across and are welded or otherwise suitably secured to the frame of the housing. The elements of the unit are thus disposed to best advantage to obtain the maximum cooling eiect by iiow of air over and about the unit during travel thereof with'the associated railway car C.

lReferring to-Figure l1, the direction of travel of the car is indicated by the arrow d. With the car travelling in the direction indicated, air will ow through the radiator 63 into the engine compartment, over and about the engine and then downwardly through the bottom of this compartment. This supplements theaction oi' theengine fan and materially increases the cooling effect with reference to the water within the radiator and engine. Since the condenser coils 35 and the casings |35 therefor project beyond the sides of the housing, air will flow into the casings and over the coils lengthwise of the unit. urther, since the fan H5 forces air rearwardly through opening H30. air in large volume will be drawn through the condenser coils into the compressor compartment, and then flow over the compressor and thence through the opening i til. This flow of air is indicated by thearrows in Figure 1l, from which it will be clear that disposing the unit in the manner stated materially facilitates cooling of the unit, particularly of the condenser coils. If the car be travelling in the opposite direction to that indicated in Figure l1, flow of air over the condenser coils is facilitated by travel of the car, and air flow through the compressor compartment and the engine compartment is provided for by the fans associated with the compressor and the engine, respectively.

In Figure 3 I have shown a flexible hose 40. The latter passes through a support |4| on housing 25 and connects a pipe |42 leading from the cooling or expansion coil (not shown), to the low pressure or intake pipe l42a. This pipe as shown in Figure 6 isconnected to the intake or low pressure side of the compressor. A smaller hose |43 connects the outlet from the condenser coils to a refrigerant receiver (not shown) which 'may be disposed in any suitable location, either within or beneath the car C. fA suitable bracket |44 which is mounted beneath the car, serves to support the hoses and |43 at the ends thereof remote from the unit. At the other end of the .the latter frame.

unit I provide a exible hose |45 which is connected at one end to a pipe |46 leading to the fuel regulator and automatic shut-off 58. The other end of hose |45 is connected to a pipe |41 which extends or leads from a source of supply of gaseous fuel. I also provide a exible cable |48 having detachable connection to the unit, this cable extending from a thermostat which is disposed Within the car and is responsive to the temperature therein. The thermostat and cable |48 provide temperature responsive means for automatically controlling operation of the engine in any well known manner. The provision o the flexible hoses and the flexible cable permit of movement of the unit along the supporting tracks therefor into and out of its operative position. The thermostatic control of the engine is of a type known in the art, and need not be illustrated nor described in detail. In practice I also provide automatic means for preventing overheating of the engine, refrigerant pressure control -means, and means for controlling charging of the storage battery for the engine starter. These automatic controls are known, in themselves, form no part of my invention, and need not be illustrated nor described in detail. It is sufncient to note that auton'iaticl controls of suitable type may be provided where necessary or desired. I also prefer to provide pressure gauges, these gauges and the automatic control means, in part, being mounted upon a control panel i5@ which `is conveniently disposed at one side of the housing 25.

A fuel container supporting rack iai is disposed beneath the car at the opposite side thereof from unit i5. This rack comprises :iront and back frames |52 and iiiii which are oi angle iron construction and are welded or otherwise suitably secured to angle. bars la@ on the bottom of the car C. A closure member ibla with an odset portion iiib, is suitably secured to back frame |53 and to angle cross members leb and i5@ o The ends of the frames are connected by end plates inl, and a bottom plate iil is secured to angle members iba and i5@ and to an anglecross member la@ of the iront frame i592, bottom plate iiiil being also secured to end angle members i6@ connecting the frames 52 and |53. It will be noted. that the angle members le@ are inclined downward and inward oi rack iti and also that plate H58 is similarly inclined. A closure member or door iti with an oset portion itia, is hinged. at its lower end to angle bar ld. Door iti is releasably secured in closed position by fastening devices 'E62 and gives accessto the rack for insertion and removal of cylindrical fuel containers E63.

Container supporting members |64 are Welded or otherwise suitably secured upon the upper face of bottom plate |58 and extend from front to back of the rack. They are inclined similarly f to the rack bottom and are disposed in pairs for reception of the containers |63. The closure member |54a serves to limit rearward novement mounted upon the lowerends of rods |65 and is confined against relative downward movement by nuts |12 on the bars. Coil compression springs |13 are mounted around the lower ends of the rods |65 and are confined between bottom plate |58 of the rack and collars |14 in said rods |65. The rods |65 pass through bottom plate |68 and are gu'ided thereby. A stub shaft |15 is rotatably mounted in angle brackets |16 on the underface of plate |58. A cam |11 is secured eccentrically upon stub shaft |15, between brackets |16, and presses against the bight portion of pressure bar |1|. An operating lever |18 is secured upon the forward end of stub shaft |15 for turning cam I 11 into desired position. With lever |18 in the position shown in Figures 12 and 13,-

pressure bar |1| is held depressed by the cam |11, and the clamping bar |61V is yieldingly held in contact with the containers |63 so as to confine the latter against upward movement relative to the supporting members |54. By turning lever |18 counter-clockwise, as viewed in Figure 13, through an arc of 180, the pressure on bar |1| is released, and rods ||5v are moved upward by springs |13, thus raising the clamping bar |61 and releasing the containers |63 for quick removal or replacement thereof.

'I'he containers |63 are provided with adjustable valves |180 the outlets or discharge o penings of which are connected to lengths |8| of flexible hose or tubing. The lengths are connected through suitable fittings, to pressure gauges |82, globe valves |83, and thence to a manifold |84. e three containers supported in the'rack I5| are thus suitably connected to a common pipe or manifold |84. has its outlet end connected to a pressure regulator |85, from which extends pipe |41, previously referred to, for supplying fuel to the engine. The pressure regulator has associated there- With a safety release valve 86. A pressure gauge |81 is connected to the inlet side of regulator pressor, and supported by the mounting so that |85 for indicating the pressure in manifold |84, and pipe |41 is provided with a suitable valve |88. 'I'he pressure regulator and associated parts may be disposed in any suitable location, but I contemplate providing a casing therefor which is mounted upon the rack |5|.

Each of the fuel containers or cylinders |63 contains, when full, twenty-three and one-half -gallons of a gas of the methane series, preferably propane. This gas has an exceptionally high heat value, approximately 21,600 B. t. u.'s per pound, and has an octane rating of 125, which renders possible the use of an engine having a compression ratio of nine to one, which is conducive to adequate power capacity while materially reducing the weight of the engine for a given power output. Propane is readily liqueiled by cold and pressure, is pmducedon a commercial scale for` various uses, and is of low cost, while possessing the advantage that it forms a true gas mixture, produces no crank case dilution, requires no choking of the engine for starting, and produces an absolutely clear exhaust andthe compressor and engine thereof are readfree of all injurious or poisonous vapors or gases; It will thus be seen that there are certain dennite advantages in the use ofpropane, orv a gas having similar characteristics, as fuel for an" in'- This manifold.

ternal combustion engine of a refrigerator unit used in connection with a railway car. The fuel contained within the three cylinders |53 is ample to enable seventy-two hours continuous operation of the engine of the unit. Since a unit of this character is normally operated intermittently, the fuel supply is adequate for a trip of considerable length. The fuel cylinders can be removed and replaced with expedition and facility, if and as required. A further advantage resulting from the use of propane as engine fuel is that this gas evaporates instantly at atmospheric pressure so that, in the *event of leakage, no puddles can form with resulting fire hazard. The fuel cylinders are placed in the rack and are not opened until all the connections to .the distributing line have been made tight, la further safeguard against leakage. A

The refrigerator unit is of such exceptionally compact construction that when disposed beneath the car ample clearance is provided. Further,` this unit, including the Vfuel cylinder` rack and the fuel cylinders therein, is of materially Aless weight than the ice bunkers which have heretofore been used in the air conditioning systems of many railway cars. The unit possessesy the further advantages that it is entirely self-contained, imposes no additional power load on the locomotive, and may be moved with expedition and facility into position beneath the car, or into position'outward beyond the car, while supported from the latter, as conditions may require. While the unit of my invention is particularly suitable for use with railway cars and like vehicles, it is also well suited, in certain aspects, f

a refrigerator unit comprising a compressor for supplying compressed refrigerant to lthe cooling means and a prime mover for driving thel comit is bodily shiftable from a normal operating position wherein it is disposed directly beneath the bottom of the vehicle into a position wherein it is disposed outwardly of the vehicle and the compressor and prime mover are readily accessible, and means for releasably holding the unit -ln its operating position.

2. In combination witha vehicle having cooling means therefor, of a pair of tracks suspended from and positioned in a transverse manner be'- neath the bottom of the vehicle and having extension sections at one end thereof adapted to project beyond one side of the vehicle, a refrigerator unit comprisinga compressor for Supplying compressed refrigerant to the cooling means and an engine for driving the compressor, and supported in a suspended manner from the tracks and so that it is shiftable laterally of the vehicle from a normal operating position wherein it is I tion wherein it is supported by the extension sections outwardly of said one side of the vehicle vdisposed beneath the vehicle bottom into a posiily accessible, and means for releasably holding t cool-l 75 ing means therefor, of a pair of tracks suspended from and positioned in a transverse manner beneath the bottom ofthe vehicle and having at one end thereof extension sections pivotally connected so that they may be swung outwardly from beneath the tracks into an operative position wherein they project beyond one side of the vehicle and form continuations of said tracks, a refrigerator unit for the cooling means comprising a compressor and a compressor driving engine, and supported by wheels on the tracks so that when the extension sections are in their operative position it is shiftable laterally from a normal operating position wherein it is disposed directly beneath the vehicle bottom into a position wherein it is supported by the extension sections outwardly of said one side of the vehicle and the compressor and engine thereof are readily accessible, and means associated with the tracks for releasably holding the unit in its operating position. i Y

4. In combination with a' wheel supported vehicle having cooling means therefor, of a pair of parallel ltracks connected to and suspended from the bottom of the vehicle, a refrigerator unit, for the cooling means comprising a, compressor, a prime mover for drivingA the compressor and a box-like housing for the compressor and prime mover, and having at certain corners of the housing wheels with resilient tires mounted on the tracks and coacting therewith to suspend the unit so that it is bodily shiftable along the tracks, and means for releasably holding the unit in place after shift thereof into a certain position with respect to the tracks.

5. In combination with a vehicle having cooling means therefor, of a pair of tracks suspended from and positioned in a transverse manner under the bottom of the vehicle, a refrigerator unit for the cooling means comprising a compressor, an internal combustion engine for driving the compressor and a housing around the compressor` and engine, yand having wheels with resilient tires therearound, carried by the housing and mounted 1: on the tracks so that the unit is bodily shiftable along the tracks and Alaterally of the vehicle, ilexible refrigerant connections extending between the compressor and the cooling means and adapted without disconnection thereof to permit shift v of the unit along the tracks, a supply of fuel carried by the vehicle in proximity to the unit, and a flexible fuel connection extending between said supply and the engine and also adapted to permit shift of the unit along said tracks.

6. In combination with a vehicle having cooling means therefor, of a pair of parallel tracks spaced beneath and connected to the bottom of the vehicle and having extension sections at one' end thereof whereby they may be extended outwardly f beyond the vehicle, a refrigerator unit for the 3. normal operating position beneath the vehicle trottoir into position wherein it is supported by the extension sections outwardly of the vehicle an." the compressor and engine thereof are funit, and a flexible fuel connection extending between said supply and .the engine and also adapted to permit shift of the unit back and forth between said positions.

7. In combination with a vehicle, a refrigerator unit comprising an elongated box-like housing extending under and lengthwise of the vehicle bottom'and having side openings and an end opening at one end portion thereof, an engine mounted in the other end portion of the housing, a compressor disposed in said one end portion of the housing and connected for drive by the engine, a pair of condenser coils connected to and disposed at opposite sides of the compressor and projecting through and outwardly of said side openings, and a fa'n associated with the compressor for causing air to ow through the end Vopening and over the coils.

8. Inl combination with a vehicle having cooling means therefor, a refrigerating unit adapted for use in connection with said means and comprising an elongated box-like housing extending under and lengthwise of the vehicle bottom and having a substantially centrally disposed transverse partition dividing it into two compartments and also having an end and a bottom opening for one of the compartments and an end opening and side openings for the other compartment, an internal combustion engine mounted in said one compartment, a'radiator for the engine extending across the end opening for said one compartment, a suction type fan positioned between the engine and the radiator adapted to draw air through the latter into said one compartment for downward passage around the engine and through said bottom opening, a compressor disposed in the other compartment and connected for drive by they engine, a pair of condenser coils connected to and disposed at opposite sides of the compressor and projecting through and outwardly of the side openings, and a blower type fan disposed across the end opening of said other compartment and operative during drive thereof to cause air to now over the coils and thence through said second compartment and out said end opening of the latter.

9. The combination with a vehicle having cooling means therefor, of a refrigerator unit for the cooling means disposed beneath the bottom of the vehicle and comprising a compressor, an internal combustion engine of the gas consuming type for driving the compressor and a housing extending around the compressor and engine and resiliently suspended from the vehicle-bottom, means suspended from the bottom of the vehicle in close proximity to the unit and having a fuel container secured Aremovably therein, means including a exible connection for supplying fuel from the container to the engine, and flexible refrigerant connections between the compressor of the unit and the cooling means.

' LEE W. MELCI-IER. 

